Just a note, don't just swap the coils, the third contact on these dual-coil HV "ignition coils" is the washer under the screw between the two spade contacts and that passenger side screw! Make certain that screw is in like new and rustless condition and ALSO that the HV/ICM mounting base and mounting platform (also the passenger side engine mount on the engine and a wonderful ICM-baking grill) has never loosened or rusted from the cylinder head!
On my 2000 GTP (200K) I just noticed the other day that when trying to use the passenger engine mount/ICM platform (chain hole) as a ground for boosting a dead battery, it was not accepted as a legit battery ground, though the engine block was! It had over 3 Ω of resistance due no doubt to rust causing poor electrical conductivity between it and the head/block!
This may even be the source of the odd CPS failures, coupled with salt corrosion on the ICM's own heatsink/baseplate ground, I know a few ohms isn't much, but when we are talking about 50KV we are talking major spikes into/across the third longest end tail (digital) ground loop of the engine harness. These coils generate far more and odder square wave wideband "spike" harmonics and also more voltage at lower switching frequencies than when buzzing along, perhaps even enough to cause other electronic sensor-related problems
